Steam-heating apparatus for railway-cars



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STEAM HEATING APPARATUS FOR RAILWAY GARS. No. 393,908. Patented D@ HI Illlllllm" IIHIIIINM um v;

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L. D. JOBES.

STEAM HEATING APPARATUS FUR RAILWAY GARS.. l No. 393,908. Patented Deo. 4, 1888.

3 Sheets-Sheet 3.

(No Model.) y

\ L. D. J'0BES.

`STEAM HEATINGI APPARATUS POR RAILWAY GARS.

Patented Dec. 4, 1888.

f IA: l Y I v- A y l| WMU* Il l y El UNITED` STATES PATENT OFFICE.

LESLIEID. .IOBES, OF ERIE, PENNSYL IANIA.

STEAM-HEATING APPARATUS FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 393,908, dated December 4, 1888. I

l Application led June 4, 1887. Serial No.240,320. (No model.)

To all whom it may concern:

' Be it known -that I, LESLIE D. JOBES, a citizen of the United States, residing atErie, in the county of Erie and State of Pennsylvania, have invented certain new and useful Inlprovements in Steam-Heating Apparatus for Railway-Cars; and I do hereby declare the following to be a full, clear, and exact def scription of the invention, such as will enable i others skilled in the art to which it appertains to make and use the same.

This invention relates to steam-heating apparatus for railway-cars; and it consists in certain improvements in the construction thereof, as will be hereinafter fully set forth, and pointed out in the claims.

rlhe invention is illustrated in the accompanying drawings, as follows:

Figure l is a side elevation of the coupler, by which the pipes of one car are connected to those of an adjoining car, a universal joint in the pipe giving flexibility of action.v Fig. 2 is a top or plan view of the same parts seen in Fig. I. Fig. 3 isa vertical longitudinal section view on the line Qc in Fig 2, the coupler being omitted. Fig. 4 is a front view of one of the parts of the coupler. Fig. 5 is a back view of the other part of the coupler. Fig.,6 is a side elevation of the coupler, showing the'two parts in position to be set together. Fig. 7 is a plan view showing tlie parts shown in the foregoing figures in place in a car and my method of piping a car. Fig. S is a vertical longitudinal section of a part of a car, and shows the parts seen in Fig. 7 in side elevation. i

The ,essential features of a steam-car-heating apparatus in which the steam is supplied from a single generator to .the'whole train of cars are, first, an eiiicient coupling device, whereby the pipes of one car maybe coupled quickly and efficiently to those of the adj oining car; second,'means whereby longitudinal extension or contract-ion of the connectingpipes may take place; third, an efficient steamtight universal joint on the connecting-pipe on each end of each car, so that free lateral' andvertical action can take place; fourth, proper means for drainage of condensation from the pipes should be provided; and, fifth, perfect circulation of steam within the system of pipes within the car lshould be secured.

Following the order above named, the first part of my invention relates to the device for coupling the pipes of adjoining cars together. This device is shown in the accompanying drawings, as follows: At the right of Fig. l is a side elevation view of one of the parts of the coupler. At the right of Fig. 2 is a top view of the same part. In Fig. 4 I show the same part in front elevation. In Fig. 5 I show a back elevation of the same part, or, as the two parts are alike in all respects, it may be said to be a back elevation of the companion part, and this may be so considered, because the position of the two parts in the two figures is that which they occupy when about to be brought into conj unction. Each of these parts consists of a disk, F, with a handle, F', and having claws or clutches f f and notches j" j". On the face of each is a packing-gasket, P, (or this may be 011 the face of only one of them, and a seating for it to impact upon on the other.) O11 the periphery of each disk are notches f", andv on the handle of each is a bolt, f3, which is actuated by a griplever, F2, and a spring, On the back of each disk, extending up from each' notch f', as from l to 2 in, Fig. 5, is an inclined surface. the operator grasps one in each hand by the handle F', and in so doing compresses the grip-levers F?, which draws back the bolt f3. He then puts the two faces together, letting the clutches f of one pass through the notches f of the other. He then turns them upon each other, which causes the clutches f to bind on the inclined surfaces l to 2, and draw the two parts firmly together. The operator then releases the handles, and this releases the grip-levers, and the springs f2 react them and force the bolts f3 into engagement with the serrated periphery of the disk, and prevents disengagement of the two disks. In Figs. 7

and 8 the position of these couplers is clearly shown.

I am aware of the construction shown in Letters Patent of the United States, Nos. 210,459, of December 3, 1878; 290,195, of December 1S, 1833, and 320,939, of June 30, 1885. From these it will be seen that couplings con- \Vhen the two disks are to be coupled,

IOO

sisting oi' abutting disks havingI claws overlapping the opl'iosing disk` and cam-faces engaging said claws and operatiiig-handles and spring-catches t'or holding the parts in cngagement are old; but in none ot' these devices is my preciseconstruction shown; and my invention consists only in the peculiar and improved arrangements ol parts which I show.

The second t'eature ot' my invention relates to means` tor providing for longitudinal expansion and contraction, and consists in providing` the connecting-pipes at each end of each car with a slip-joint, E, immediately back ot' the coupler. There are no novel features in the construction ot' this slip-joint, and therefore it needs no further description.

The third feature of my invention relates to the means t'or providing for the lateral and vertical vibratory action ol? the cars while m'olvil'ig, and consists ot' a universal joint in the connecting-pipe at the ends ot' each car, so constructed as to allow the cars to vibrate and not strain the coupler or any otherjoints, and so that it will not permit tbe escape ot steam or become set as the metal. becomes heated and expands. 'lhis feature oi' my construction is shown in Figs. l and S in side elevations, in Figs. 2 and 7 in plan or top view,

and in Fig. in longitiulinal section. ln these i tigures, A marks the pipe which is connected witli the system of pipes on thecars, and A', the pipe bearing the coupler. The universal joint consists 01' a block or body, B, which is perforated transversely by two chambers, l) I1', which stand at right angles to each other, one being' at one end of the block B and the other at the other end, and a chamber, ZF, connects the two chambers b e. Each ot the chambers 'It and b are ledged, as at b3, 3, to form a seat for a short section of pipe, c, which is properly packed by a stut'ting-box, l', and is held against longitudinal movement by any proper means-snclntor instance, as the screw Ir. After these short sections oil pipe c are in place the large ends of the chambers are plugged b v a screw-plug, fl?, on the outer end ot the swivel-pipes c, and curved pipes C extend from these elbows to a line drawn through the longitudinal axis of the block B. At the outer ends of these curved pipes are iixed yokes d, and t'rom these stayrods D extend to and engage the outer ends of the plugs B2 pivotally, so as not to interfere with the pivotal movement of the pipes in the block B. The outer end ol' the pipes (l on one hand connect with the slip-joint E and on the other with the service-pipe A on the car.

It will be seen that the joint just described will permit of both lateral and viln'atory movement of the ends ot' the adjoining cars, and in no way strain or wrench the slip-joints or the couplers, and that no steam will leak from it, it'the stu {ting-boxes are properly attended to, and also that the joint will not become set when heated by steam, but will work l'reely under all conditions.

l I am aware ot' the constructions shown in Ivnited States Patents No. 276,186, of April 2t, i883, and No. 269,126, oi November 27, 1883, and in English Patent No. 5,834 of i332; but in none ot' these is my ctmstruction shown, although they contain the elementary parts contained in my construction, my invention in this particularbeing limited in view of such former constructions.

The t'ourth and Iitt'h features ol my invention relate to the arrangement of the servicepipes in the car, their connection with the supply-pipe and the aj'iplication of steam-traps, whereby pert'eet drainage of condensatitm and proper circulation ot' steam are etlected. In Figs. T and these features are illustrated. 'lhese tigures only show one end ot' a car, but, as the opposite end is an exact counterpartot' of the end shown any further illustration is unnecessary. At a point immediately back oi the universal joint the sujiply-pipe A branches each way in pipes A2 A-, which pass up into the car on each side. Athird pipe, A, passes from one end of the carto the other, which is only used when it is desired to convey the steam to the next car back without passing it through the service-pipe ot' the car, proper shut-oit cocks u being provided. At j the point where the pipes A1 branch oft I put,

a steam-trap, T, one atr each end of the car.

Ity has been common to use a' steam-trap to receive the drainage from the car; but I am not aware that one has been used at each end of the ear in the mannerI show it. It is true that in the construction shown in United States Patent No. 359,664, of September 7, 1886, there is shown a steam-trap at each end of the ear; but this is not as I show it or shall claim it, said trap being located forward of the universal joint and not at ille point where the service-pipes branch to opposite sides oi' the car. 'lhe arrangement ot' the steam-trap, as shown, possesses many advantages, as it is sure to catch any condensation which occurs in the connecting-pipes between the cars before it can enter the service-pipes in the car, and it will insure a perfect drainage of the service-pipe, no matter it the car is standing for a time on any inclined track or is running on a long upgrade, while it' the steamtrap is located in the middle ot' the car, as is often the case, or at one end only, these advantages are not secured.

'lhe service-pipes extend along each side ot' the car, connecting with the cross-pipes A2 A2 at each end ot' ille car. These are marked A"5 A". rlhere .may be as many of these as desired,and to one ot them are attached radiating loops A", which lie under the seats.

lI in Fig. 8 marks a chain or other proper means for suspending the universal joint, so as to relieve the piping l'rom the strain ot' its support.

What I claim as new is y l. In a steam-heating apparatus for railway-cars, the combination, with the pipe A, 1 which is connected with the service-pipe in the IOO IIO

car, and the pipeA, which is connected with the pipes of the adjoining car, of the curved pipe C C, block B, having' chambers b b', passing` through the same in different planes at right angles to each other and connected by a chamber, b2, swivel-pipes c c,journaled in said chambers Z2 b and connected with said curved pipes nC C, stuffing-boxes B B', for packing said swivel-pipe, plugs B2 B2, closing the opposite ends of said chambers b b', and stay-rods D, pivoted on said plugs and connected with the outer ends of said curved pipes. 1

2. In a universal joint for steam or ,other conduits, the combination of' the block B,

L. D. JOBES.

Witnesses: y

l JNO. K. HALLOCK,

M. F. HALLECK. 

